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Reducing HGV road danger

Hannah White, Freight & Fleet Programme Manager November 2017

Reducing road danger and protecting vulnerable road users

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A comprehensive approach to truck safety

Frei

ght

safe

ty

Improving driver and manager knowledge, skills and performance

Stimulating innovative HGV design and providing evidence for change

Using buying power and planning to manage road risk in

supply chains

Encouraging, supporting and recognising safe and compliant

fleets

Safer operations

Safer people

Safer vehicles

Safer supply chains

3 TfL facilitated, industry-led response

Logistic operators

Regulatory bodies

Communicators

Clients

Vehicle manufacturers

Contractors

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4 Common standards • Common national standard for managing work related

road risk in supply chains • Led by TfL and Construction Logistics & Community

Safety – CLOCS champions and other clients • Brings together different codes of practice from across

the industry • 16 requirements for clients & operators ALL focused on

reducing a collision • Implemented by:

• Local authorities through planning obligations • Clients through procurement

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Safer operators

Safer vehicles

Safer clients / sites Safer drivers

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1970 1980 1990 2000 2010

The Blindspot

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‘Aftermarket’ technology • 2011 – 5 providers at market

• 2017 – 60+ providers at market

• No independent testing of systems required

• TfL creating an independent, objective test protocol

• ….And an online ‘tripadvisor’ type review forum for operators

‘We buy brand new vehicles then we put them into the workshop and drill holes in them to retrofit

safety equipment’ Major construction operator

Use of devices and systems thoroughly tested and user reviewed which are fit for purpose and meet safety objectives

There is a ‘tipping point’ which is quickly being approached; there are only so many pieces of equipment drivers can manage before it becomes overwhelming Future Thinking, Driver Distraction

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Understanding direct vision

Indirect vision – What the driver can see through mirrors or cameras

Direct vision – what a driver can see through the windows rather than using mirrors or cameras

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-1 = visible i.e. visible when directly adjacent to the cab side

Variation in direct vision

Up to 2.5 metre difference in blind-spot

Up to 1.4 metre difference in blind-spot

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“It’s human nature to recognise a persons face and react to it. Its

more effective than cameras and mirrors”

Transport Manager

Wanted to understand direct over indirect vision • Literature review • Laboratory experiments • Surveys with road users

The case for Direct Vision

Speed Extra Travel 15 mph 4.7m 10 mph 3.1m 5 mph 1.5m

Lab experiments showed... Drivers react more quickly using direct vision

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The case for Direct Vision

2 Surveys with pedestrians, cyclists and HGV drivers showed…

• Do not trust HGV drivers can see them through their mirrors or VDUs] • Lower cab height and larger windows are safer • Eye-contact with HGV drivers makes them feel safer when passing a

vehicle

• Mirrors provide sufficient view - but difficult to recognise a cyclist

• Disagree that they are too high up to locate road users • Most drivers try to make eye-contact with road users and believe this

reduces likelihood of collision

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Research: Evaluation – live trials ‘I feel much more confident driving in the higher vision cab. I don’t want to go back

to a standard tipper’

“I’d say just give it a go, it’s opened my eyes. I

didn’t see how it could be improved before”

‘You just need to sit in one of the old cabs then get in the new one to realise

how important this change is’

‘As a lorry driver, it pains me to say this, but its actually

pretty good’

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First direct vision standard for HGVs to rate vehicles on levels of direct vision Designed to: • Inform purchasing decisions • Guide manufacturers to design

safer cabs • Use in procurement • Use to ban or restrict unsafe

vehicles • Lobby for inclusion within

changes to European regulation

Direct Vision Standards

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The DVS scheme is being developed through: 1. Listening to consultation feedback 2. Independent impact assessments 3. Understanding direct vision performance What we’ve learnt: • Direct vision from majority of current HGV designs is very poor • Direct vision can’t avoid all collision scenarios • There is a strong desire to bring all safety initiatives together • Greater safety benefits exist if we set the ambition wider than

Direct Vision aloe • Following Vision Zero principles we should take a ‘safe system’

approach to reduce road danger • We should continue to lobby for more radical HGV design changes

in European regulations

London’s Direct Vision Standard Scheme

“the benefit of technology, such as cameras and sensors, should be recognised ”

“the good work of existing schemes such as CLOCS must be recognised and built on”

In 2016 the Mayor of London announced his intentions to consult on proposals to use a Direct Vision Standard to ban the most unsafe HGVs

from London by 2020

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HGV Permit scheme • All HGVs over 12 tonnes would require a permit to enter London • 2020: all zero star HGVs banned unless they prove a ‘safe system’ • 2024: all zero - two star HGVs banned unless they prove a ‘progressive safe system’ • The safety permit scheme would evolve over time, taking into account advances in

technology.

HGV Permit Scheme and Safe System Proposal

What could a HGV safe system look like? • Build on existing industry-recognised safety standards and

what’s proven to work best • A ‘safe system’ could include direct vision as well as

• Effective technologies and other indirect vision devices • audible or visual warnings around the vehicle • physical protection to deflect vulnerable road users • driver safety training

Have your say from November! www.tfl.gov.uk/consultations

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Hannah White Freight & Fleet Programme Manager

Where are we now? • All principle truck manufacturers engaged

• London’s Mayor to consult on proposals imminently for all HGVs to

meet Direct Vision or other safety measures to enter London from 2020

• The European Commission has included Direct Vision as a measure for consideration for the first time in proposals for the General Safety Regulation governing truck design across Europe

• USA research institute looking at developing a direct vision standard for their trucks, with Canada and Japan also watching the work with interest.

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Influencing change

Meeting needs of the industry and society in the absence of regulation

Awareness of CLOCS

2014-2016

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Thank you!

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